Circle ellipse engine

ABSTRACT

Because the Otto Cycle is executed each revolution of the Rotor, the Circle-Ellipse Engine achieves the same power as a conventional reciprocating engine of the same displacement and compression ratio, at half the RPM. This implementation greatly reduces component ware and extends the life and maintenance cycle by a factor of four. As a side benefit, the power losses and vibration common to all reciprocating engines are eliminated.

CROSS-REFERENCE TO RELATED APPLICATIONS

-   -   Current U.S. Class: 418/219; 418/145; 418/153; 418/261; 277/562;        277/566    -   Current International Class: F04C 18/00 (2006.01); F04C 2/00        (2006.01)    -   Field of Classification Search: 418/145-148; 418/153; 219; 265;        261; 277/551; 553; 562; 277/566; 568; 572; 581; 589

REFERENCES CITED

U.S. PATENT DOCUMENTS: 1,527,685 February 1925 Huwiler 418/261 1,686,767October 1928 Saxon 418/219 2,345,561 April 1944 Allen 418/148 2,590,729March 1952 Scognamillo 418/173 2,988,065 June 1961 Wankel 3,468,260September 1969 Belden 3,551,080 December 1970 Feller 3.769,945 November1973 Kahre 3,799,710 March 1974 Jacobs 3,865,521 February 1975 Upchurch3,873,253 March 1975 Eickmann 4,004,556 January 1977 Pfeiffer 418/1484,028,028 June 1077 Fuchs 418/219 4,325,394 April 1982 Reams 4,401,070August 1983 McCann 4,474,105 October 1984 Eicher 4,573,892 March 1986DuFrene 4,575,324 March 1986 Sommer 4,667,468 May 1987 Hansen 123/2484,799,867 January 1989 Sakamaki 418/261 5,429,084 July 1995 Cherry5,509,793 April 1996 Cherry 5,551,853 September 1996 Cherry 7,896,630 B2March 2011 Grisar 418/219

FOREIGN PATENT DOCUMENTS: EP 0548416 June 1993 EP 1167040 January 2006GB 1110162 April 1968 GB 1 430196 March 1976 GB 2419382 April 2006 JP55098689 July 1980 418/148 JP 02019601 January 1990 418/219 WO 85/03736August 1985 WO 0133082 May 2001 WO 2006018848 February 2006

PARENT CASE TEXT

This invention relates to rotary machines and more particularly torotary machines which can be constructed for operation as internalcombustion engines, fluid pumps, air/gas expanders, and air/gascompressors. The present application is a continuation-in-part of myprior U.S. Pat. No. 7,896,630 filed Feb. 13, 2007 and awarded Mar. 1,2011, which has expired.

FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable

REFERENCES—LISTINGS, TABLES, OR COMPUTER PROGRAMS

Not Applicable

BACKGROUND OF THE INVENTION

The present invention relates to a rotary device and, in particular, tosealing reciprocating vanes of a rotary device.

DESCRIPTION OF THE RELATED ART

Rotary devices have long been thought to be an efficient way of rotatinga shaft in the case of a rotary engine, pumping a fluid in the case of apump, and compressing a fluid in the case of a compressor. Rotarydevices are generally characterized by a rotating “piston”, or theequivalent, instead of a traditional linearly reciprocating piston asfound in piston engines, pumps, and compressors. However, sealing therotating “piston” has presented an extremely challenging problem,ultimately resulting in lack of widespread adoption of this technology.The sealing problems are particularly acute in a rotary engine ascompared to a pump or a compressor. This is mainly because a combustionengine typically operates at higher pressures and temperatures, andtherefore requires tighter sealing than in other applications. Aninherent conflict in this technology is that tighter sealing may resultin excessive friction and premature seal failure.

Many different approaches have been tried to address sealing issues withrotary devices including the elimination of seals altogether andreliance instead on close tolerances and accurate machining to sealleakage. Although in principle this approach can work for lower pressureand temperature applications, it is unsuitable for the highertemperatures and pressures of rotary engines where friction and thermalexpansion are present. Ultimately the rotating “piston” will get hotterthan the external casing. A “piston” that is a snug fit when the rotaryengine has just been started will become tighter and tighter as itheats. A further complication is that unequal heating of the variousparts will lead to non-uniform expansion of the parts, resulting inchanges in shape as well as in size that make sealing attempts throughtolerances and accurate machining unsuccessful in rotary engines.

Rotary engines have long been thought to be a viable replacement for thestandard reciprocating piston engines. Rotary engines offer possibleincreases in mechanical and fuel efficiency, as well as more compactdimensions and a lower weight. The major deficiencies in traditionalreciprocating piston engines arise from the short stroke of the pistonswhich leads to incomplete combustion. In theory, rotary engines providea more continuous power stroke with decreased structural complexity, duemostly to the reduction in the number of moving parts. In practice,however, rotary engines have not received widespread acceptance and haveonly had limited success in replacing reciprocating piston engines, duemainly to the complexities involved in building a “simpler” rotaryengine. Specifically, rotary engines typically involve a complex-shapedcombustion chamber which presents problems in sealing the combustionchamber. The inability to adequately seal the combustion chamber haslead to many failed prototypes of the rotary engine.

SUCCESSFUL IMPLEMENTATIONS OF THE RELATED ART

One rotary engine that has received some commercial acceptance is theWankel engine, original U.S. Pat. No. 2,988,065, which has been used insome models of automobiles produced by Mazda. A Wankel engine has atriangular shaped rotor, i.e., a rotating “piston” incorporating acentral ring gear which is driven around a fixed pinion within an ovalshaped housing. The triangular shaped rotor creates three combustionchambers between the rotor and the interior walls of the housing as therotor turns within the housing. Each of the three rotating combustionchambers dynamically changes in volume as the triangular rotor rotatesin the oblong housing and undergoes the four stages of the Ottocycle—intake, compression, ignition and exhaustion. The rotary motion istransferred to the drive shaft via an eccentric wheel that rides in abearing in the rotor that matches the central ring gear. The drive shaftrotates once during every power stroke instead of twice as in a typicalfour stroke reciprocating piston engine. The Wankel engine promisedhigher power output with fewer moving parts than the Otto cyclereciprocating piston engine, however, technical difficulties associatedwith sealing the three rotating combustion chambers have apparentlyinterfered with widespread adoption.

Another type of rotary engine is known as the axial vane rotary engine.In an axial vane rotary engine, a circular rotor is located between twocams, each cam having a cooperating undulating cam surface facing therotor. The rotor has a series of angularly spaced slots to receiveaxially sliding vanes whose ends form reciprocating contact with each ofthe opposing undulating cams surfaces so that combustion chambers aredynamically formed between adjacent axially sliding vanes. Axial vanerotary engines are described in U.S. Pat. Nos. 4,401,070, 5,429,084,5,509,793 5,551,853, and 7,896,630; all of which are herein incorporatedby reference.

An axial vane rotary engine has the capacity to provide greater outputthan a Wankel rotary engine of the same size. However, an axial vanerotary engine presents a greater sealing challenge since the vanes slideboth axially with respect to the rotor and circumferentially withrespect to the cam surfaces. The present invention is directed to arotary device of improved design over the prior art which facilitatesthe ability to adequately seal the combustion chambers formed betweenadjacent vanes.

The Circle-Ellipse Engine leverages the outstanding work accomplished byMazda in sealing the combustion chamber of its Wankel engine design.Further, it greatly simplifies the contributions by Cherry inpromulgating the pioneer work by McCann in the opposing cam axial-vanerotary engine.

THE INNOVATION

This device eliminates the complex and expensive machining associatedwith the epitrochoid housing and triangular central rotor of theMazda-Wankel implementation.

Instead, this device integrates a geometrically standard ellipse as thecam surface, and integrates a circular rotor facing the cam surface. Theinnovation is the pin track in the end plates. This track serves toaccurately position the tip of the vane a fixed distance from the camsurface for all angles of rotation of the rotor. Now managed withconstant distance, the small gap is effectively sealed by an Apex Sealidentical to that of the Mazda-Wankel implementation.

Prior attempts at implementing a pin track failed. They were based onfollowing the geometry of the cam. This was a mistake, and resulted in avarying solution of the distance from the vane tip to the cam surface.

The correct implementation in this innovation is a pin track derivedfrom the three contributing elements; namely the cam surface (anellipse), the rotor (a circle), and the host end plates (fixedlocation). The solution is a complex transcendental equation thatproperly integrates the geometry of the three independent components.

It is understood that one of skill in the art of rotary devices canapply the principles discussed herein in the various embodiments equallyto other rotary devices such as pumps, compressors, expanders, etc.

BRIEF DESCRIPTION OF DRAWINGS

The invention will be more readily understood from the followingdescription of preferred embodiments thereof given, by way of exampleonly, with reference to the accompanying drawings, in which:

FIG. 1 is a simplified exploded, isometric view showing a theCircle-Ellipse Engine according to an embodiment of the invention; Items100, 200, 300, 400, and 500 represent the major components, and Item100A is identical to Item 100, and presented for completeness;

FIG. 2 is an isometric view showing the inside of the End Plate memberof the Circle-Ellipse Engine of FIG. 1. This is provided as detail ofItem 100, and depicts Items 105 through 140;

FIG. 3 is an isometric view showing the outside of the End Plate memberof the Circle-Ellipse Engine of FIG. 1. This is provided as furtherdetail of Item 100, and depicts Items 145 through 175;

FIG. 4 is an isometric view showing the radial Vane member of theCircle-Ellipse Engine of FIG. 1. This is provided as further detail ofItem 200, and depicts Items 205 through 215;

FIG. 5 is an isometric view showing the Rotor member of theCircle-Ellipse Engine of FIG. 1. This is provided as further detail ofItem 300, and depicts Items 305 through 335;

FIG. 6 is an isometric view showing the Housing member of theCircle-Ellipse Engine of FIG. 1. This is provided as further detail ofItem 400, and depicts Items 405 through 455;

FIG. 7 is a composite isometric view showing the external and internalfeatures of the Drive Shaft member of the Circle-Ellipse Engine ofFIG. 1. This is provided as further detail of Item 500, and depictsItems 505 through 560;

FIG. 8 is a cross-section view of the assembled device, with one section(quadrant) highlighted to help explain the combustion chamber.

DETAILED DESCRIPTION OF THE INVENTION

A Circle-Ellipse Engine comprises a stationary circular outer Housinghaving a fixed elliptical inner cam surface, and a separate internalround Rotor partitioned into equal segments that are populated byidentical movable radial Vanes. During rotation, the end of the Vanesare positioned a constant distance from the elliptical inner cam surfaceof the Housing. The internal round Rotor has the same radius as theminor axis of the elliptical inner cam surface. During rotation, avariable height cavity is created representing the difference betweenthe major and minor axes of the elliptical inner cam surface and theRotor face.

The position of the radial Vanes is guided by the slots in thesymmetrical Rotor, extending to the elliptical inner cam surface of theHousing. The precise extension is governed by a pin track machined intothe dual End Plates.

There are no pistons, camshaft, timing chains, valves, valve lifters,rocker arms, connecting rods, or wrist pins. As a benefit, size andweight are significantly reduced when compared to a reciprocating engineof similar horsepower. Normal aspirated air is continuously drawn intothe engine when an adjacent pair of radial Vanes passes the air inletport. Similarly, exhaust products are expelled after a combustion eventwhen the pair of adjacent Vanes passes over the exhaust port.

The resultant geometer results in a continuous implementation of theOtto Cycle; namely intake, compression, expansion or power stroke, andexhaust during a single rotation of the internal round Rotor.

Because the Otto Cycle is executed each revolution of the Rotor, theCircle-Ellipse Engine achieves the same power as a conventionalreciprocating engine of the same displacement and compression ratio, athalf the RPM. This implementation greatly reduces component ware andextends the life and maintenance cycle by a factor of four. As a sidebenefit, the power losses and vibration common to all reciprocatingengines are eliminated.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is directed to a Circle-Ellipse Engine,hereinafter referred to as a the device, capable of variousimplementations such as an engine, a pump, a compressor, or an expander,each having the following general features: (a) first and second chamberpaths allowing for a plurality of chambers to be formed between adjacentVanes; (b) the Housing cam surface and Rotor form parts of the chamber,and the Vanes driven off a pin track on each End Plate; and (c) thevolume of each of the chambers dynamically changes as the as the Rotorturns with respect to the Housing's cam surface. The ability to rapidlychange the volume of the chambers, and eliminate leakage between thechambers and other cavities, is crucial to the successful implementationof the device.

Referring to the figures and first to FIG. 1, there is shown a devicecomprised of two identical End Plates, Items 100 and 100A, separated bya Housing 400. The Housing encloses the Rotor 300, and a plurality ofidentical Vanes, Item 200. Completing the device is the internaldriveshaft 500, which is a line-to-line fit with the Rotor 300.

Please refer next to FIG. 2 and FIG. 3, which are respectively theinside and outside of the End Plate 100 and 100A.

Two identical water plenums, upper 105 and lower 140, provide forpassage of cooling water from the external water fitting locations,respectively upper 150 and lower 170. The cooling water is then directedto appropriate water passageways in the Housing to provide thermalstability of the Housing 400.

Items 110 and 145 are the inside and outside locations for one of the 16socket head screws to fasten the End Plates 100 and 100A to each end ofthe Housing 400.

Item 115 is a cavity suitable for securely mounting thrust and rollerbearings respectively in each End Plate 100 and 100A. By mounting thebearings on the inside of the End Plates, secure mounting is assured.

Item 120 is a pin track. It is a calculated tool path based on complextranscendental mathematics. It serves to exactly position the Vanes suchthat they are maintained a constant distance from the inner cam surfaceof the Housing 400, Item 455, for all angular positions of the Rotor300.

Item 125 is one of two locations for accurately positioning a hard pin.The two pins serve to precisely locate the End Plates with regards tothe Housing, ensuring proper alignment during assembly.

Items 130 and 165 are the inside and outside locations for one of fouridentical air inlet/exhaust fittings. These convey passage ofair/exhaust to/from the inside of the elliptical cam surface of theHousing 400, Item 455.

Item 140 is one of two identical mounting holes, appropriate forsecuring the device to a suitable base.

Items 155 and 175 are two of the identical six pre-threaded hard pointsfor attaching accessories, such as an alternator, water pump, oil pump,and/or power steering pump as needed. These accessories are not part ofthe device.

Item 160 is one of two identical pre-threaded lubrication ports forattaching flow restrictors. These flow restrictors provide for a preciseand minimal amount of oil to lubricate the pin track 120.

Please refer next to FIG. 4, which is the radial Vane, item 200. Aplurality of Vanes is used to partition the Rotor 300 into separatechambers suitable for combustion events. In combination with theelliptical cam inner surface of the Housing 400, Item 455, and EndPlates 100 and 100A, the Vanes complete two of the six sides of thecombustion chamber.

Item 205 provides mounting provisions for the apex seal. Its function isidentical to that of the Mazda engine, namely to seal high pressure in acombustion chamber from leaking to another chamber.

Item 210 is one of many internal lubrication ports, which guidelubrication oil from the source, Rotor 300, to each external surface ofthe Vane, Item 200. These pre-drilled ports provide for a precise andminimal amount of oil to lubricate the Vane interface with the EndPlates, respectively 100 and 100A, the Rotor 100 Vane slots (FIG. 5,Item 315), the Apex Seal slot, FIG. 4, Item 205, and the Rotor, FIG. 1,Item 300 face seal cavity (FIG. 5, Item 310).

Item 215 is the pin that interfaces respectively with the pin tracks inEnd Plates 100 and 100A. The pin serves to precisely control theposition of the Vane 200 based on its instantaneous position of theRotor 300.

Please refer next to FIG. 5, which is the Rotor 300. The Rotor is themajor moving component of the device. It is partitioned into a pluralityof identical segments, each of which independently forms a part of thecombustion chambers.

Item 305 is one of 12 identical combustion surfaces. During rotation,when this surface is closest to the inside, surface of the Housing 400,Item 455, there is maximum compression. At this point there is minimumextension of a pair of adjacent the Vanes 200.

Item 310 is one of 24 identical side seal slots. When populated withside seals, these slots ensure positive and low friction sealing of theradial Vanes in the combustion chamber. This prevents the leakage ofcombustion products into lubrication oil, contaminating the oil, andleakage of unwanted oil into the combustion chamber to help minimizeNitrogen-Oxygen (NOx) pollutants.

Item 315 is one of 12 identical Vane slots. When populated with Vanes200, these slots ensure positive and low friction radial motion of theVanes. The slots are sealed on both ends respectively by End Plates 100and 100A.

Item 320 is one of 12 identical lubrication oil chambers. These provideappropriate amounts of lubricating oil and thermal cooling to each Vaneslot and the Rotor 300 that interfaces with both End Plates 100 and100A.

Item 325 is one of 144 identical lubrication ports that providelubrication oil to each of the 12 identical lubrication oil chambers320, and each of the 12 Vane slots 315. Each of the chambers and slotscontain 6 entry ports, which provide even distribution of lubricationoil throughout the device.

Item 330 is the location of one of the 144 lubrication ports. Inconjunction with the driveshaft 500, these ports are the exit locationsof the Rotor manifold, which is fed from the hallow driveshaft 500.

Please refer next to FIG. 6, which is the Housing 400. The Housing isthe major static, non-moving component of the device. It accommodatespassageways for cooling water, natural aspirated air, exhaust products,and distribution lubrication/cooling oil.

Item 405 is the spark plug port. For the diesel engine implementation ofthis device, it is the location of the fuel injector.

Item 410 is one of 16 identical threaded holes to accommodate sockethead mounting screws that secure the End Plates 100 and 100A to theHousing.

Item 415 is a cooling water passageway. It is a direct interface to thewater source port, End Plate Item 150 which in turn feeds supplies theupper End Plate water distribution manifold Item 105. The extensive sizeof the passageway is to provide thermal stability to the Housing 400.

Item 420 is one of two identical internal lubrication oil distributiontracks that lubricate the working surface of the apex seals discussedearlier, as part of Vane 200 Item 205.

Item 425 is one of two identical external ports for the attachment ofoil flow restrictors, which in turn feel lubrication oil to oildistribution tracks Item 420. The flow restrictors are selected toensure proper oil lubrication is applied to the apex seals, and minimizethe amount of unwanted oil into the combustion chamber to help minimizeNitrogen-Oxygen (NOx) pollutants.

Item 430 is one of 36 air/exhaust ports that connect air/exhaust fromthe End Plates 100 and 100A Items 130 and 165, through the Housing Item445 and into the inside elliptical cam surface of the Housing 400, Item455. The ports are arranged in four segments of 9 openings each. This isto minimize the disruption and wear on the apex seals, ensure evendistribution, and define the proper distanced between an adjacent pairof Vanes 200.

Item 435 is one of two locations for accurately positioning a hard pin.The two pins serve to precisely locate the End Plates Item 125 withregards to the Housing, ensuring proper alignment during assembly.

Item 440 is the lubrication oil exit port. The lubrication oil thatenters each of the Item 425 ports is swept into the internal lubricationoil scavenge track and drained into the oil sump, which is not part ofthe device. Scavenged oil foam is removed by baffles in the sump, beforeit is respectively conveyed to an oil filter and pump.

Item 445 is the mating location for each of the four identicalair/exhaust ports to/from the End Plates 100 and 100A Items 130 and 165.These convey passage of air/exhaust to/from the inside of the ellipticalcam surface of Item 430 of the Housing 400.

Item 450 is one of eight identical cooling water passageways. It is adirect interface to the water source port, End Plate Item 135 which inturn feeds lower End Plate water distribution manifold Item 135. Theextensive size of the passageway is to provide thermal stability to theHousing 400.

Item 455 is the inside elliptical cam surface of the Housing 400. Thegeometry is a classical ellipse with a major and minor axis. This simplecam surface supersedes all complex, prior attempts to satisfy therequirement for a continuously changing height of the combustionchamber. Prior efforts included complex sinusoidal implementations,which were characterized by high acceleration ramp changes.Unfortunately, these resulted in intensive wear patterns, includingchatter, gouging, and ripple effects on the ramp. Complex lubricationwas requiring for these implementations, resulting in residual oil inthe combustion chamber which lead to excessive nitrogen-oxygen (NOx)products.

Please refer next to FIG. 7, which is the Drive Shaft 500. The DriveShaft is the component of the device that couples all generated power tothe load. It integrates an internal passageway that provides cooling andlubrication oil to all rotary components. Because its function is novel,two views, external and cut-away, are provided, to help understand thedescription

Item 505 is a spline section of the Drive Shaft. It has a standard 16rib spline compatible with many devices (transmissions, gear boxes,etc.).

Items 510 and 530 serve an identical purpose. They provide aline-to-line press-fit interface for the bearings, which are housedinside the End Plates in a cavity Item 115.

Items 515 and 525 provide a line-to-line press-fit interface for theRotor 300.

This section between the two collars has a slightly reduced diameter andforms the opposite ends of an oil manifold.

Item 520 is the oil manifold. It provides symmetrical distribution ofcooling and lubricating oil to the Rotor 300 through 144 ports discussedearlier as Item 325 which is part of Rotor 300.

Item 535 is a section of the Drive shaft that supports the attachment ofa commercial rotary union. The rotary union facilitates connection ofcooling and lubricating oil to the rotating Drive Shaft.

Items 540, 545, and 550 are shown in the cut-away view of the DriveShaft 500 and are interrelated to the injection and distribution ofcooling and lubricating oil. Item 550 is the inlet port, which is matedwith the commercial rotary union discussed in the prior paragraph. Item545 is the internal passageway that connects the inlet to outlet port540. The outlet port is located in the center of the Rotor 300 manifold,and distributes oil to the 144 ports of the Rotor, Item 330.

Item 555 are groves in the Drive Shaft that provide the structure forinstallation of O-rings to seal the sides of the commercial rotary unionto the driveshaft and eliminate oil leakage.

Item 560 is a threaded hole for an end cap. In order to machine theinternal passageway Item 545 in Drive Shaft 500, an access means isrequired. After machining, a commercial screw cap is used to seal theopening.

Please refer next to FIG. 8, which is a cross-section view of theassembled device, with one section (quadrant) highlighted.

The six-sided chambers are formed by the inner cam surface of Housing400, Rotor 300, a pair of adjacent Vanes 200, and (not shown) End Plates100 and 100A.

As the Rotor 300 turns clockwise, the combustion chamber pointed byIndex A is a very small, expanding chamber which is manifest when Rotor300 passes the top-center of the inner cam surface, just past the top ofelliptical minor axis.

As the Rotor continues to turn clockwise, the chamber expands, as shownby Index B.

At maximum chamber height, as shown by Index C, occurs when Rotorreaches a horizontal position of the inner cam surface, which is theelliptical major axis.

As the Rotor continues to turn clockwise, the cycle repeats these stepsin reverse sequence.

Index D is a related feature. It is pointing to Pin 215 of Vane 200.This pin is assembled into pin track 120 of End Plates 100 and 100A. Itis this pin track that determines radial Vane 200 position, and itsextension beyond the perimeter of Rotor 300.

It will be understood by a person skilled in the art that although thedevice shown in FIGS. 1 through 7 is a Circle-Ellipse Engine, thepresent invention can be implemented in other embodiments including apump, a compressor and an expander.

While preferred embodiments of the present invention have beendescribed, it is to be understood that the embodiments described areillustrative only and the scope of the invention is to be defined solelyby the appended claims when accorded a full range of equivalence, manyvariations and modifications naturally occurring to those of skill inthe art from a perusal hereof. As is readily, apparent the system andmethod of the present invention is advantageous in several aspects.

What is claimed is:
 1. A Circle-Ellipse Engine (FIG. 1) comprising fiveunique major components. These are an identical pair of End Plates (FIG.1, Items 100 and 100A), a plurality of Vanes (FIG. 1, Item 200), theRotor (FIG. 1, Item 300), The Housing (FIG. 1, Item 400), and the DriveShaft (FIG. 1, Item 500). The implementation of this simplified geometryapproach supersedes all prior implementations that required complex andexpensive to machine cam surfaces, and challenges to seal non-roundcombustion chambers. This implementation is made possible by preciselypositioning the Vane in relationship to the inner cam surface of theHousing using a pin track, and deriving the pin track from a complextranscendental equation that precisely integrates the Rotor, Vane, andHousing geometries, assuring exact placement of the Vane tip for allrotation angles. This implementation addresses all five mandatoryrequirements of an engine, namely: (1) Lubrication is addressed byimplementing a plurality of high-precision flow restrictors to deliverthe exact disbursement of lubrication oil at the needed locations; (2)Cooling is addressed by high volume water and oil cooling, which aredirected through openings in the Drive Shaft and Housing, assuringthermal stability; (3) Sealing is addressed by using an approach similarto the successful sealing implementation of the Wankel Engine asimplemented by Mazda Automobile Corporation; specifically materials,coatings, and placement of Apex, Side, and Face Seals; (4) Mechanicalsare addressed through implementation of sealed bearings, high tolerancecomponents with ample lubrication, and the aforementioned pin track; and(5) Thermodynamics requirements are addressed through the precisegeometry of the combustion chamber assuring proper compression ratio,thermodynamic cooling, thermodynamic stability of components, properlytimed fuel injection, and removal of excess lubrication products througha scavenge system. The device as claimed in claim 1, further including aHousing (FIG. 1, Item 400) with an inner elliptical cam surface (FIG. 6,Item 455), provisions for external connection of lubrication oil (FIG.6, Item 425), passageways for air/exhaust and cooling water (FIG. 6,Items 415, 430, 445, and 450), and internal channels for distribution oflubrication oil (FIG. 6, Item 420) and recovery of excess oil (FIG. 6,Item 440) that is returned to the oil sump; The device as claimed inclaim 1, further including a Rotor (FIG. 1, Item 300) with a radiusequal to that of the minor axis of the internal elliptical cam surfaceof the Housing (FIG. 6, Item 455), and is partitioned into equal andsymmetrical segments (FIG. 5, Item 315) interspersed by radial movementVanes (FIG. 1, Item 200), and forming combustion surfaces (FIG. 5, Item305). The internal hub of the Rotor (FIG. 5, Item 335) contains acooling and lubrication oil manifold to address Rotor and Vane frictionand mechanical requirements;